Joseph c



' r 2 lwetgs-ISheetl 1. J. C. DANE. .v Y CARBRAKE.

(No M odel.)

No. 292,793. Patented Feb. 5, 1884.

UNITED STATES PATENT OFFICE.

JOSEPH c. DANE, OE LA OEOSsE, WISCONSIN, ASSIGNOE oE'rwo-THIEDS To LUOINDA s. OAED AND EOEEEST J. SMITH, BOTH OE SAME PLACE.

SPECIFICAIIDN forming part of Letters Patent No.l 292,793,1dated February 5, 1884. Application filed April 13, 1893'. (No model.)

` fo all 1071/0711, t may concern:

Be it known that I, JOSEPH C. DANE, of La Crosse, in the county of La Grosse and State of Wisconsin, have invented a 'certain new` and useful Improvement in Automatic Oar- Brakes, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming part of this specification.`

This inventionapplies to car-brakes that are automatically applied to the wheels by the slowing up of the engine, causing the drawheads to be forced inward, and by suitable connection to force the brakes against the wheels. Y In this class of brakes there must be a provision to prevent` the application` of the brakes when' backing the train, and this is where the chief complication comes in.

My invention is set forth in the claims.

Figure 1 is a top view, part of the car-floor being removed. Fig. 2 is a transverse vertical section at 2 2, Fig. 1. Fig. 3 is an enlarged detail perspective view of part of the brake-lever and the stirrup thereon. Fig. 4 is an enlarged horizontal section at 4: 4, Fig. 7. Fig. 5 is an enlarged side elevation of the governor, and Fig. 6 is an end elevation of the same.

Fig. 7 is avertical longitudinal section at 7 7, Fig. 1. Fig. 8 is a detailperspective view of the lever-frameby which the push-bar is shifted transversely. Fig. 9 is a detail perspective view of the fulcrum-bracket bywhichithe automatic brake-lever is connected to the bottom of the car-body. Fig. 10 is a side elevation of the lazy-bar, showing its position when the cars are unloaded; and Fig. 11 is a similar view, showing the position of the bar when the car is loaded. Fig. 12 is an enlarged detail of part of the brake-lever and push-bar at rest. Fig. 13 shows the same in action; Fig. 14, the same when the cars are running and being pushed by the engine, and Fig. 15 when the cars are being pulled forward at speed.

A A are the car-wheels, B the axle, C the truck, and D the car-body. An ordinary hand-brake shaft is shown at E, connected'by the usual chain and rod, F, with any suitable or common brake system beneath the car.

G is the draw-head, which may have the usual construction, except that from its inner end extends a rod, H, that passes through the lug I of the push-bar l. The hole in the lug for the passage of the bar or rod H is made'so large that the bar may be capable of the required transverse oscillation.

Upon the rod H are two springs bearing against the opposite sides of the lug l, 'the springJ bearing alsoagainst the inner end of the draw-head, and the spring K against a pin and washer or equivalent bearing, H', at vthe end of the rod H. Thus the lug l has capac` ityfor lateral movement along the rodH, (a very limited movement toward-the draw-head, and a greater movement in the opposite direction, as the spring K admits of a much greater degree of contraction than the springJ.)

L is a lever fulcrumed to the car-body by means of a fulcrum-pin, M, and a bracket,N-, secured to the bottom car-body timbers.- The lever L consists of two parallel bars secured together by the fulcrum-pin M, a push-pin, O,

and two end pins, l?, to which are secured the two rods R, thaty connect with the upper ends of the levers Q at both ends of the car-truck. Thus when the lever L is acted on by the draw-head, the upper ends of the levers Q are drawn toward eachV other and the brakes applied to the wheels, the'levers Q being connected to the brake-bars S, and the lower ends of the levers connected by a rod, T. The push-rod I extends between the two parallel bars of the lever L.- It has a shoulder, l2, that engages the push-pin O in certain position and movement of the lever, and a hook, I3, at the end that engages against the edge of the stir- `rup, L under certain circumstances, as hereinafter mentioned, but more fully described in an application for patent filed herewith.

U is a bracket attached to the bottom of the car, and forming the upper bearing ofthe lazybar V,to which the lever-frame V is fulcru'med. The. lazy-bar ends at top in a pin, V', carrying anut, V2, the pin working in a hole ofthe bracket U, land the nut serving to limit the descent of the pin in the bracket. Near the lower end of the lazy-bar isa slot,V3, through which passes a pin or stud, X', upon thebracket X, that is secured to the cross-timberG of the truck. The described manner of connect- IOO ing the lazy-bar to the bracket U, attached to the car, and the bracket X, attached to the truck, allows the independent movement of the ear on the truck to go on without injury to the connections.

V4 is a fulerum-pin extending horizontally and longitudinally from the outer side of the lazy-bar, and forming the fulerum of the lever or shifter` frame This frame has a horizontal a1m,\V, carrying a friction-roller, "i, and a vertical arm, 'W2 forked at the upper end to embrace the pusher-bar I. Thus the movement of the frame XV on its fulcrui'n eansesthe transverse movement of the free end of the pusher-bar.

I will now describe the governor. (L is a sleeve,made in two parts to lit the axle Rand clamped thereto by bolts I. The bolts b form the pintles of toggle-arms @,that are hinged to similar arms,d, that are in turn hinged to the shieldf, that has lateral movement upon the axle to and from the sleeve a. At the point of connection of the arms e and d are weights e, the pintle pins or bolts that connect the arms together serving also to connect the weights to them. The rotation of the axle serves to throw out the balls or weights e by centrifugal force and to draw the shield f to the sleeve.

g are springs, whose tendency is to draw the weights and arms into the position shown in Figs, 5 and 6, at which time the shield f is thrust away from the sleeve; and this is the position assumed by the parts when the ears are at rest.

checked, the brakes are applied,the position of the push-bar I and lever L being shownin Fig. 13. If, instead of pulling the cars, they are pushed, the bar I and lever L take the position shown in Fig. 14. Then ifa pullingforce is applied to the car by another engine while the motion still continues, the catch or hook I engages the stirrup L', and that end ot' the lever is drawn forward, the rod II moves forward in the lug I, compressing the spring K. If`,then,the pulling-engine backs onto the cars, the brake will not be applied,:because the shoulder I'J is beside the push-pin and not in position to engage it. The spring Y upon the pin or spindle tends to hold the frame W" in such position that the shoulder I2 of the push-bar will be in the position to engagethe pin O, as seen in Figs. 1, 2, 15. Vhen the cars come to a stand, the shield acts on the wheel NW on the arm W and carries the free end of the push-bar into the position shown in Fig. 12.

It will be observed that the fork XV, forming the top of arm XV, is elongated .to allow oi' the vertical motion of the car-body without disengaging the fork and bar I.

1. The combination of the draw-head, pnshbar I, connected to its inner end, horizontal lever L, fulcrumed upon one of the draft1 timbers and connected to the brake-beams by the top rods, governor upon the axle, and a lever-frame having bearing on the vert-ical lazy-bar V, movably connected t0 the car body and truck.

2. vThe combination of adrawl1ead, rod H, springs .I and l, push-bar I, lever L, fulcrnmed to the car-body, lazy-bar connected to the car body and truck, lever-frame XV, eonnected to the lazy-bar, and a governor with movable shield f, acting on the frame XV, substantially as and for the purpose set forth.

3. The combination of a brake mechanism and a brake-governor consisting of the sleeve a, toggle-arms c and d, weights c, disk f, and spring or springs g, substantially as set forth.

4. The frame XV, secured to the lazy-bar V, and having an arm, I, with elongated fork W, engaging the push-bar I, substantially as set forth.

Josnrir e. DANE.

\Vit nesses:

BENEDIQT Orr, 1V. XV. Us'rIeK. 

